Carburetor



Patented Feb. 2, 1932 UNITED STATES PATENT OFFICE LIONEL M. WOOLSON, OF DETROIT, MICHIGAN, ASSIGNOR PACKARD MOTOR CAR COM- PANY, OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN CARBURETOR Original application filed September '13, 1919, Serial No. 323,627. Divided and this application filed Septeniber 23, 1924.

This application is a division of application Serial No. 323,627, filed September 13, 1919, which matured to Patent 1,657 ,293.

This invention relates to hydrocarbon motors and particularly to carburetor devices for such motors.

The invention is particularly adapted for ,use in connection with combustion heaters for internal combustion engines but it is not necessarily limited to such use.

One of the objects of the invention is to provide a carburetor that will automatically produce a rich mixture initially and a more nearly normal mixture for continued operation.

Other objects of the invention will appear from the following description taken in connection with the drawings, which form a part of this specification, and-in which:

Fig. 1 represents one form of my invention, a part only of'the motor being shown, the motor carburetor and the carburetor of this invention being shown largely in section;

and

Fig. 2 is a transverse section on the line 2-2 of Fig. 1.

In order that one of the applications of the carburetor of this invention may be clearly understood, the motor carburetor and its combustion heater will be described herein.

cylinder casting being shown on the draw.-

ings. This may be a single or a multi cylinder motor. The motor carburetor or fuel mixing device is indicated generally by the numeral 11, and in theform shown, which is of the well known Packard type, 12 is the mixing chamber, 13 the Venturi mixing tube, 14 the fuel nozzle arranged in the tube 13, 15 the main air intake and 16 the auxiliary air intake. A manually adjustable valve 17 is arranged in the main air intake, an arm 18 and rod 18 being provided to effect the adjustment. A. poppet valve 19 yieldingly closed by springs 20 governs the amount of air passing through the auxiliary inlet 16. For the purpose of choking the carburetor,

that is of shutting oif practically all of the Serial No. 739,370..

this level usually being arranged as shown slightly below the top of the nozzle 14:. The

-valve 3l seats at 32 and controls the supply of gasoline entering the chamber from the main fuel line or pipe-33.

It will be understood that when there is a depression in the mixing chamber 12 as by reason of the suction from the motor, air will be drawn through the Venturi tube 13 past the nozzle 14 from which gasoline or other fuel will flow. The gasoline and air will mix as they pass upwardly through the tube 13 and will be further'mixed with the air drawn into the mixing chamber 12 through the auxiliary air inlet 16, the valve 19 opening slightl because of the suction; The extent of va ve opening will depend upon the suction and consequently approximately the correct mixture will be supplied When the valves that the mixture may be supplied to the cylinders of the latter. As shown, this connection is an intake pipe 22 in the shape of an elbow having a flange 23 for connection to a flange 24- on the carburetor, and a flange 25 for connection to the motor 10. Somewhere in the passage between the carburetor and the motor a throttle valve is arranged, and

in this form a butterfly valve 26 is pivotally mounted near the upper end of the mixing chamber 12.

By this construction the intake pipe or coni mitted to condense on the walls of the pas sage.

The carburetor or fuel mixing device of this invention functions and operates independently of the carburetor 11. It is indicated generally by the numeral 34 and is for the purpose of supplying a combustible mixture to be ignited to thereby produce heat for raising the temperature of the mixture passing from. the main carburetor llto the motor. This carburetor 34 is much smaller than the carburetor 11 and is connected with the motor suction so that it operates only when the motor is running and thereby producing suction through its intake valves, and the mixture it produces is ignited before it reaches the motor intake passage.

The carburetor 34 may draw its'gasoline or other fuel from any suitable source, but in the form of the invention herein shown it is arranged in connection with the float chamber 27 and receives gasoline therefrom. It is in fact mounted directly upon the cover 35 of the float chamber, said cover also having a vent 36 for maintaining atmospheric pressure in the chamber and permitting inflow of air for the use of the carburetor 34 as Will hereinafter appear.

The carburetor 34 includes a body which comprises an upright inner piece 37 which is threaded into an opening in the top of the cover 35, two outer pieces 38 and 39, and a lower piece 40, all of which pieces are designed and connected together to form the various passages and chambers of the carburetor body. The piece 38 surroundsthe middle part of the piece 37 and is secured between a flange 41 on the latter piece and the cover 35. The piece 39 surrounds the upper end. and the piece 40 surrounds the lower end, of piece 37, and both are threaded to it.

A combination air and gasoline chamber 42 is formed in the part of the carburetor body that projects into the float chamber 27, the lower partof this chamber being submerged in the gasoline and one or more air openings 43 being provided in the upper part of the chamber 42 above the gasoline level. A central passage 44 is formed in the piece 37, which passage communicates by a restrict- .ed opening 45 with the interior of the float chamber 27 below the level of the gasoline raeaaav therein, and which assage also communicates with the chain er 42 by means of a series of compensating ports or restricted openings 46 also below said gasoline level. The passage 44 communicates with the chamber 52 through one or more lateral outlet openings 47 at the upper end of the piece 37, and the piece 39 of the carburetor body is contracted in the zone of these openings so that there is a very restricted air passage 47 at this point. The upper end 48 of the piece 37 tapers upwardly so that this air passage widens out above the openings 47 and forms the upper or outlet end 53 of the carburetor body.

The carburetor 34 has a second air inlet passage at 49, receiving air from a pipe 50, and one or a series of vertical air passages 51 lead this air to a chamber 52 which terminates in the air passage 47 above referred to, thus carrying the air past the openings 47 when suction is created at the outlet end 53. The pipe 50 is shown connected, as at 50', to the main air intake 15 of the carburetor 11, which does not aflect the normal independent operation of either carburetor, but which permits of choking both carburetors simultaneously for starting in cold weather.

From the above description of the carburetor 34 it will be seen that its operation is as follows: The outlet openings of the carburetor are so positioned relative to the gasoline in the float chamber that there can be no overflow or leakage in any way. When the motor is not running or when there is no suction at the outlet 53, the gasoline or other liquid fuel will collect in the chamber 42 through the opening 45 up to the level of the gasoline in the float chamber 27, all of the compensating openings 46 being thus submerged, but the air openings 43 being above the level of the gasoline. When the motor is turned over by hand or by electric starter or otherwise and suction thus created at the point 53, (by connections hereinafter described) a stream of gasoline up to the capacity of the passage 44 will be delivered through the opening 47 until the greater part of the gasoline is withdrawn from the chamber 42. At the same time air will also be drawn through the passages 49 and 51 and the chamber 52 and restricted passage 47 and will be mixed with the gasoline issuing from theppenings 47, thus producing a fairly rich mixture of gasoline and air for starting purposes. As the level of gasoline in the chamber 42 reaches the openings 46 air is also drawn into the passage 44 thus forming a rich emulsion of gasoline and air, the richness decreasing as more of the openings 46 are uncovered. After the initial sup- 7 ply of gasoline in the chamber 42 has thus een exhausted the passage 44 can receive.

gasoline only through the restricted opening 45 and this will be emulsified by the air which will then be drawn in through all of the openings 46 and the passage 42 and air openings 43. This emulsion of gasoline and air will issue from the openings 47 to mix with the air from the inlet passage 49, and a less rich mixture will result. Thereafter, if the suction or depression at the outlet 53 drops so that the opening can more than supply the requirements of the carburetor, the chamber 42 takes thesurplus until one or more of the compensating openings 46 is again covered, and this level of gasoline in the chamber 42 works up and down in accord ance with the decrease or increase in the pull on the carburetor. The openings and passages are intendedto be so coordinated and proportioned that under this running condition the mixture which the carburetor will supply will be substantially perfectly pro-- portioned in gasoline and air to most readily burn and'this whether the motor is running at high or at low speeds.

The carburetor 34 is connected with the motor intake passage, in the form of the invention shown in these drawings, through a pipe 54, a chamber 55 and a passage 56, and electrical means are provided for igniting and if necessary reigniting the mixture on its way from the carburetor to the motor inlake passage. The mixture being first ignited will ordinarily continue to burn as long as the motor runs, even though the ignition is discontinued, but the spark is usually operated continuously in order to insure reignition in case the flame should for .any reason be extinguished. This burning or firing of the mixture takes place in the closed combustion chamber 55 so that there is not the danger of an open fire, and this chamber is mounted directly upon the intake pipe 22 of the motor whereby the heat radiating from the chamber 55 may in part at least be used for heating the walls of said intake pipe.

The mixture fromthe carburetor 34, therefore, enters the combustion chamber 55 through a restricted passage 57, controlled by a valve 57,-and a screen 58 is provided for more fully breaking up the mixture just before it reaches the igniting device. The igniter shown is a spark plug 59' having terminals 60 and 61.- A glass window 55 i is arranged directly opposite the spark plug for observing the burning of themixture.

The passage 56 above referred to is shown as formed in a plug 62 arranged in'thelwall of the chamber- 55, this plug being inserted through an opening 63 which is closed by a recessed cap 64. Aspark plug is suitably mounted in the engine cylinder-for firing the charge therein.

Carburetors 11 and 34 operate independently, and the operator usually controls only the mixture passing through the-carburetor 11, the carburetor 34 operating whenever there is suction in the motor intake pipe 22.

For cold Weather starting, however, the operator may enrich the mixture of both carburetors by closing the butterfly valve 17. This not only chokes both air inlet passages of carburetor 11, but also chokes pipe 50 which normally supplies air to the passage 49 of carburetor 34, so that the only air that the carburetor 34' can receive under these conditions is that which is drawn through the vent 36 and air openings 43. This action, therefore, produces a very rich mixture for both carburetors, thus insuring more ready ignition both in the combustion chamber 55 and in the motor. At all other times the carburetor 34 supplies a mixture readily fired in the combustion chambe r 55, and after being ignited the mixture normally remains burning as long as the suction is suflicient to keep it in operation.

In the operation of the motor, with the throttle 26nearly closed as for idling, the suction in the carburetor 11 will be very low, but due to the relatively high vacuum in the intake pipe 22 the suction in the carburetor 34 will be high, so that said carburetor 34 will operate to its maximum and there will be a considerable heat produced by the heater ,or combustion chamber 55. Under these circumstances also there will be very little heat produced by combustion of the charges in the motor cylinders, because only enough gas is supplied to the cylinders to turn the motor over idly. As the motor throttle is opened, whether thespeed or the load is increased,

there is more pull on the carburetor 11 and a lower vacuum in the intake pipe 22 because the throttle is open sufficiently to permit that vacuum to be broken. This decreases the suction on the carburetor 34 and consequently a amount of heat when themaximum amount is needed,. as when the motor is idling, and a lesser amount of heat when heat 18 not needed by the motor, as when the motor is working harder and, therefore, itself producing more heat.

While I have herein describedin some de-" tail a specific embodiment of my invention, which I deem to be new and advantageous and may specifically claim, I do not desire it to pa understood that my invention is limited the exact details'of the construction, as it.

will be apparent that changes may be made therein Without departing from the. spiritor scope of my invention.

Having thus described my invention, what I claim and desire to secure "by Letters Patentis: p

1. In a carburetor, afloat chamber, a body having a mixtfrre feeding passage extending therethrough, said body extending into the float chamber and communicating with a source of fuel supply therein, a second chamher in communication with the passage above the plane of communication with the fuel source, and air inlets leading into the float chamber and into the passage above said second chamber. 7

2. In a carburetor, a float chamber, a body 10 having a mixture feeding passage therethrough, said body extending into the float chamber and communicating with the fuel supply, a second chamber communicating with the passage above its communication with the source of fuel supply, and inlets through which air is drawn into the float chamber and into said passage exterior of the float chamber.

3. In a carburetor, a float chamber, a body extending into the float chamber and having a mixture feeding passage therethrough and communicating with the fuel in the float chamber, said passage being restricted adj acent the fuel inlet end, and a second cham- 5 her having compensating openings leading to the passage above the restriction and an air inlet from the float chamber into the second chamber.

4. In a carburetor, a float chamber, a body extending into the float chamber comprising an inner piece, two outer pieces surrounding the inner piece, and a lower piece attached to the inner piece and forming a second chamber therewith, sa d inner piece having a fuel passage therethrough and openings communicating with the second chamber, one of said outer pieces providing a fuel mixture passage with air connections leading thereto.

5. In a carburetor, a body comprising an inner piece having a passage therethrough,

two outer pieces surrounding and communicating with the inner piege, one of said outer pieces havingan air inlet, and a lower piece attached to the inner piece and forming a chamber therewith, said lower piece having an air inlet leading into the chamber, said inner piece having openings communicatingwith the chamber and communicating witha fuel source. I

6. In a carburetor, a fuel reservoir, a body extending into said reservoir and having a mixture feeding passage therethrough inopen communication with the fuel reservoir,

passage and vents for admitting air to said chamber above the fuel level in the reservoir. 7 In a carburetor, a fuel reservoir having an upper air space, a body comprised of detachable pieces extending into the reservoir and having a mixture feeding passage therethrough in communication with the reservoir below the fuel level therein, one of said 1 pieces forming a closed chamber in said reservoir, said chamber being vented to the a closed chamber communicating with the LIONEL M. WOOLSON. 

